Train-signal system



Jan 17, 1928. 1,656,689

W. E. BENN ET AL TRAIN SIGNAL SYSTEM Filed May 10 1920 2 Sheets-Sheet 1William E. Benn George K. Davies tlltwnmy Patented Jan. 17, 1928.

UNITED STATES PATENT OFFICE.

WILLIAM E. BENIN AND GEORGE E. DAVIES, F TROY NEW YORK, ASSIGNORS TO THEUNITED STATES TRAIN SIGNAL COMPANY, OF PORTLAND, MAINE, A CORPORATION OFMAINE.

Application filed May 10,

Our said invention relates-to signaling systems for railway trainswhereby the train crew, including the engineer as well as the members ofthe crew on the cars, will be promptly advised of any break 1n the airline and also whereby any member of the train crew may readily signal tothe engineer and at the same time sound a signal in any other part ofthe train. This particular invention consists in various improvements,in the details of construction particularly of the coupling members andin the general association of parts whereby the results desired areaccomplished, all as Will be hereinafter more fully described andclaimed.

Referring to theaccompanying drawings, which are made a part hereof andon which similar reference characters indicate similar parts,

2 Figure l is a diagrammatic v1ew 111ustrating a portion of a railwaytrain equipped with a signaling apparatus embody ng our improved systemand devices,

Figure 2 a detailed view on an enlarged 26 scale showing the signalingapparatus used in the several cars of the train on an enlarged scale, 7

Figure 3 a detail view showing the signal controller on an enlargedscale, s

Figure 4 a View of a section of the hose coupling showing the parts inassembled position, including one-half of the coupling and the sectionof flexible hose joining the same with the fixed end of the air linecarried by the car, I 1

Figure 5, a diagrammatic view illustrating three cars equipped with ourimproved'signalling apparatus, and

Figure 6, a similar view with the center car reversed. V r

In said drawings, the portions marked A represent the fixed sections ofthe air line on the train; B a batteryfor supplying current to theelectric circuit forming a part of the signaling system; C the signalbox; and D the controller bracket or support.

The parts referred to will be described more particularly in thedetailed description of the apparatus. The air line A is, or may be, ofthe usual or any approved type. The same is true of the battery B, whilethe signal boxes 0 and supports D are of any appropriate constructiontocontain and support the mechanism for which they are intended.

and connecting withone side of a magnet 31.

TRAIN-SIGNAL SYSTEM.

1920. Serial No. 380,286.

The hose coupling members 10 are of substantially the same constructionasshown in the Benn Patent N 0. 1,166,407 December 28, 1915, and requireno detailed description.

The wires and extend into the car, one extending back and connectingwith the binding post 28 on battery B and the other to a switch 29 bywhich it is coupled to a branch wire 30v extending to the signal box Theotherside of said magnet is connected to a branch wire 32, whichconstitutesthe other side of the electrical circuit through the train,and is connected toone end of the reciproeating controller 33 in thecircuit, another branch wire 32 connecting the otherend of saidcontroller to another switch 29 which connects with the wire 80 at theother end of the car, thus continuing the. circuit through the train. Itwill be seen that the circuit is maintained regardless of the num her ofunits in a train and that the cars,

or any of them, may be coupled together either end toward the frontwithout changing the polarity 0r fiow of the current.

The reciprocating controller 33 ismounted in the bra'cketD which isappropriately located in the car. Said reciprocating controller consistsof a barhaving a block 34 rigidly securedfmidway between the ends of thebracket D and coiled springs 35 mounted between said block and said endswhich normally hold said block 34 centrally between said ends. Saidblock 3 1 is formed in two parts separated by insulatingmaterial 36 andthe wires30 and 32 are connected to spring contact arms 37 which areadapted to normally rest upon the metal contact side of said block. Theends of the bar 33 are connected to a cord 38 running through the train,after the manner of the usual bell cord, by means of which amember ofthe train crew may operate said reciproe eating bar in eitherdirectionto move block 34 out of contact with one of the arms 37 andbreak the circuit and set or sound the signal i. e. the controller actsequally in opposite directions, or is double acting. Immediately onreleasing the force applied through the medium of the bell cord, the 1springs 35 will return block 34: to normal position and reestablish thecontact and the circuit.

The si nal boxes C are set in the cars and in the ca of the engine inany appropriate Ill position. A signal arm is mounted on an arbor 41therein which is adapted to be operated by a. crank arm 4C2 mounted onsaid arbor and connected by a connecting rod 13 with a lever operated byarmature ll of the magnet 31. A branch 45 from the air line connectsWith a valve casing M) on the top of magnet 31 and a branch 47 runs fromthe other side of the valve therein and. has an alarm sounding device 48on its outer end. Said alarm sounding device may, as may be readilyunderstood, be of any type desired either awvhistle or a device adaptedto emit a sissing sound similar to the sound produced by the escape ofair in the present air- .brake apparatus. It may also be a bell, as

60, or a light as 61, operated by a battery 62 connected in circuit bycontact of contact point 63 mounted on magnet 31 but insulated therefromwith contact 64; carried on armature eel, asflindicated in Figure 2-.Any other type of alarm found desirable or appropriate maybe used, aspreferred. lVe prefer, hovvever, and believe to be the most practical. aWhistle in the cab and what We have denominated a sisser in the carsthroughout the train. By sisser is meant adevice adapted to produce ahissing sound as the'air escapes therethrough. a

The details of construction of the signal box and likewise of thecontroller form the subject matter of separate applications 380,151 and380,287 filed concurrently herewith and therefore need not be more fullydescribed herein.

In operation a train being equipped with this apparatus the electricalcircuit: is closed at the end of the rear car by means o-lthe switch 29Which is turned to connect with the post v49 instead of with the post5041s illustrated in Figure l. a i

Should the battery B of any car become disabled from any causeatflanytime, the

switch 28can be turnedto contact with the post 51,-thus-connecting thesignaling sys tem of this car into the circuit supplied by batteriesthrough theother cars and thus guard against the signaling system of anycar becoming-disablec by reason of the battery 01' any one car runningdown or becoming exhausted.

The parts being in the position shown in.

Figure 1, it will be readily understood that upon breaking the circuitby disconnecting the air line coupling, the magnet Ell will become deenergized, the armature it fall causing the. signal arm +10 to turn todanger position as indicated by the dotted lines in Figure 2 and at thesame time open the ing the circuit, substantially as valve in casing 46permitting an inrush of air through pipe 45 and an outrush through pipe47 and the alarm sounding device 48. Or, when the signals and tilsareused they will he .cut :into circuit through battery 62 and set intooperation. The same result is achieved by moving controller 33 throughthe medium of the operating cord 38, as will be readily understood.

By such means, therefore, both an audible and a visible signal (ofvarious types) are operated automatically, either by a movement of thecontroller 33 or by any break in the air line coupling as will bereadily seen.

It will be evident to those skilled lathe art that operation of thedevice does not dependsolely on manual control, since separation of theair line due to parting oithe train, or a grounded wire, or breaking ofthe circuit due to any other cause will at once operate the signals. Itwill. alsohe evident that various modifications of the system and itselements may readily be througha series of train unitsflaatteriesconnected in the circuit on the respective units, signals controlled bysaid means, and con nections between the tram units whereby either endof any unitmay be connected to H either end oi any other unit Withoutcausing the batteries to act in opposition to each other, substantiallyas set forth.

2. In a train signaling system, audible and visible signals on each oi aplurality of train units, connections from the train air line to theaudible signals, connnon electromagnetic means tending to operate thevisible signal and to release the air to the audible signal, a normallyclosed electric circuit holding said means out of action, and manualmeans on said train units torbrealtset forth. In Witness whereof, wehave hereunto set our hands at \Vashington, District of Columbia, thisfifth day of April, A. D. nineteen hundredand twenty.

WILLIAM E. BEN GEORGE DAVIES.

